Car-controlling switch apparatus



Feb. 19, 1929.

J. E. BOYCE ET AL CAR CONTROLLING SWITCH APPARATUS Filed May 18, 1923 2 Sheets-Sheet gguvemtozd %14 fl a Hm e1 Feb. 19, 1929.

J. E. BOYCE ET AL A CAR CONTROLLING SWITCH APPARATUS 2 Sheets- Sheet Filed May 18, 1923 Patented Feb. 19, 1929.

UNITED STATES PATENT OFFICE.

JOHN E. BOYCE, OF YDNK'ERS, AND KENNETH L. HOWELL, 0F BROOKLYN, NEW 'YOBIK,

ASSIGNORS TO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A 00B- IPORATION OF NEW JERSEY.

GAE-CONTROLLING SWITCH APPARATUS.

Application filed May 18, 1923. Serial No. 639,836.

The invention relates to improvements in elevator car controlling switch apparatus, and more particularly to the type commonly known as lever operated car switch, and which is enclosed in a casing with a stationary cover.

One of the Objects of the present invention is to provide an elevator car controlling switch apparatus with a rotatable cover for the casing, which serves as a cover for the casing and also as the lever member of the switch apparatus, and which may also support, directly or indirectly, the movable contacts of the switch.

Another object of the invention is to provide an elevator car controlling switch apparatus of th e lever operated casing enclosure type which will occupy a minimum of space within the car.

Another object of the invention is to provide a car controlling switch apparatus of the lever operated casing enclosure type which is thin enough to permit the casing to be mounted within the space between the car enclosure and elevator well.

Another object of the invention is to provide a car controlling switch apparatus of the lever operated casing enclosure type which though mounted on the car platform before the erection of the permanent car enclosure on the car platform will permit the erection of the enclosure without having to removethe switch apparatus from the car platform and disconnect the wires from the switch apparatus or sever the conductor wires.

Another object of the invention is to provide a car controlling switch apparatus in which the usual flat face of the rotatable contact segment plate shall bear against the stationary contacts when the switch is in the operating position instead of against the edge of the plate, thereby enabling a. double row of stationary contacts to be used instead of a single row.

Another object of the invention is to provide an improvement in the centering device for the automatic return of the hand lever ofthe switch apparatus to its neutral position from either side of the switch apparatus when the lever is released by the hand of the operator.

In the accompanying drawings, Figure 1 shows a sectional view of the car switch taken substantially on a vertical center line.

Figure 2 shows the mounting of the car switch in the elevator car.

Figure 3 shows a sectional View of the switch taken on the line a-a, Figure 1, and viewed in the direction of the arrows.

Figure 4 shows av sectional view of one of the switch contacts taken on the line 6 6, Figure 3, and viewed in the direction of the arrows.

The same reference numbers are used in the several views to denote the same parts. 7

The car switch comprises a casing 1, a casing plate 2, and a face plate 3, the three parts being suitably fastened together. Contained within the casing is a contact supporting base 4 made of insulating material and arranged with two grooves 4, in which are mounted two rows of contacts 5, shown in the form of fingers. The contacts in one groove are shown in staggered relation to each other. The base i is fastened to the casing 1 by screws 6. Secured to the base 4 are two c0ntact cover boards 7 also of insulating material, one on each contact side of the switch. One end of a shaft 8 is threaded into the easing 1. A cover 9, having an inwardly extending hub 9, is journaled on the shaft 8 and arranged to be rotated thereon. The cover is held on the shaft by a washer 10 and, nut 11. An oil hole 12 is provided in the cover for lubricating the shaft. A flat contact segment plate 13 and an insulator form 14 for the contact plate are fastened to the cover 9 by screws 15 in insulating bushings 16. A lubricat' holder 18 containing a felt wiper 19 is fastener to the base a by screws 17. The fiat face of the contact plate 13 rubs over the wiper when the rotatable cover 9 is moved about its axison the shaft 8. The purpose of the lubricator is to keep the contact face of the contact plate 13 supplied with a small amount of lubricant. A handle 20 is fixed to the cover for rotating it and the contact plate over the rows of contacts for operating the switch. The handle is fastened to the cover by a pin 21 and has attached to it a stop 22 which strikes ainst a lug 23 on the casing plate 2 when handle isin its center or off position. When it is'desired to operate the switch, the handle 20 is pulled outwardly against the action of u spring within the handle, thereby clearing the stop 22 from the lug 23. A cover plate 2% is mounted on the outer face of the cover 9 by a lug 25 engaging the cover and is held in place by a screw 27 in the cover. A spring 26 is placed between the cover and cover plate to facilitate the removal of the cover slate.

The car switch centering device consists of a stationary stud 28 mounted in the casing 1, a movable stud 29 mounted in the cover '9, and a sleeve 30 mountedon the hub 9 of the cover 9 and arranged to be rotated on the hub. The sleeve 30 has an extension 30, and a l' 3 There is also a like sleeve 32, having an cine sion 32 and a lug 33, mounted on the hub of the cover 9, the sleeves being at opposite ends of the hub. There is a coiled spring 3% mo unted on the two sleeves, one end of the spring being on one sleeve and the other end of the s 31in bein on the other sleeve. The sprin b b 1 I! does not touch the hub, as the sleeves allow the spring to be mounted on the hub so-thatit does not touch it which is a desirable arrangement, since if the spring were on the hub the coils ini ht when the sprin is out under tension, contract on the hub and interfore with obtaining the proper tension of the spring. One end of the spring is bent around the back of the lug 31 on one sleeve and the spring is carried from there partly around the sleeve and thence around the hub of the cover several times and thence its free end is bent back around the lug 33 on the other sleeve, shown in Figure 3. The back of the lugs on the sleeves are rounded and the spring contains no sharp bends and therefore its ends in engagement with the lugs are not liable to break as would be the case were their ends bent sharply instead of curved on the lugs.

' When the car switch handle is in the central or off position and it is moved to the right, for example, the cover 9., cover plate 2%, contact plate 13, contact plate insulator form 14, and stud 29 are all also moved to the right. The movable stud 29 bears against the extension 30 on the sleeve 30 and rotates it against the action of the spring 34., while the sleeve 32 is held at that time against being rotated to the right by the stationary stud 28 hearing against the extension 32. Thus it is seen that the movement of the car switch handle to the right puts tension on the spi .1g 34. If the car switch handle is moved to the left, the movable stud 29 rotates the sleeve32, the sleeve 30 being held stationary at that time by the stationary stud Upon movementof the handle either to the right or left, the contact plate 13 enga es the contact fingers 5- It will be seen that if the handle be released when it is at the right or left position, the spring will return it to its central position, and separate the contact plate 13 from the contact fingers 5;

The construction of one of the car switch contacts is shown in detail in Figure l. The contacts 5 are shown in the form of fingers,

as has been said, and project through holes 35 in the contact cover board 7. The fingers are attached at one end to contact holders 36 by screws 3'? and are held in place by springs 38. The contact holders 36 are in the grooves 4: and fastened to the contact base 4 by studs 39, the studs being held in place by nuts 40. The contact leads ll, from the conductor wires are fastened to the contact studs 39 by the same nuts l0. The springs 38 are held in place by the projecting free end of the studs 39. The projecting fingers of the contact are the only parts subject to wear, and they can be easily and readily replaced by removing the contact cover board 7 without disturbing the wiring to the contact studs.

The position of the contact plate 13 in reference to the contact linger 5 is also shown in Figure 4t, the arrow indicating the direction of movement of the contact-segment. It will be observed that the contact plate 13 and the contact fingers 5 are arranged with each other, so far as their engagement with each other is concerned, in such a way that the broad surface of the plate bears against the fingers, as contra-distinguished from the edges of the plates engaging the fingers, as has been the practice heretofore. This novel arr gement permits of the use of a double row of stationary contacts with one contact segment plate, thereby decreasing the size and thickness of the car switch itself from what it would be if two contact plates with edge engagement were used o. accommodate the same number of contact lingers in the car switch. "It is also possible with the two separate rows oil contacts to obtain practically any desired sequence of making and breaking these contacts when operating the car switch.

that the switch be taken apart and cleaned.

Also the switch contacts are located within the front part of the casing, consequently the casing is so deep that it cannot be wholly mounted within the space between the car enclosure and wall of the elevator well, and besides, as the lever is at the back part of the casing, even if the casing and lever were set partially within said space, the enclosure would have to be cut away to accommodate the handle of the lever. The casino and switch are usually mounted on the end of an upright stand or piping secured to the car platform and the conductor wires to the switch are laid in the piping and both stand and switch are located within the car enclosure. In erectinganyelevator,the regulations require that the car platform shall be en closed before it may be used; it is the custom, therefore, to mount the stand and switch apparatus first and then erect a temporary car enclosure which is used during the erection of the elevator. When the elevator is about ready for delivery, the enclosure is replaced by the permanent enclosure. But the switch apparatus and its stand are obstacles to get the permanent enclosure in place, and they both have to be taken off of the platform, the conductor wires disconnected, etc., and after the permanent enclosure is placed, the stand, wires and switch apparatus are then restored to their places. The present switch apparatus is designed and intended to avoid the above condition. It is designed so that the casing can be, and it usually is, mounted on the platform within the space bet-ween the car enclosure and the wall of the elevator well. In order to erect the permanent car enclosure, it is only necessary to remove the cover of the casing and the casing plate, and provide a hole in the enclosure to fit the casing and push the enclosure around the casing, and secure the casing to the enclosure by the casing plate and replace the cover of the casing.

The method of mounting the car switch in the car is illustrated by Figure 2. The car enclosure 42 is attached to platform 43 and crosshead ll, on which are mounted "uide shoes 45 arranged to run on guide rail 46 in the usual way. The casing of the switch ap paratus is rigidly attached to the platform 43, before the enclosure mounted, by brackets -18, one on either side of the switch, these brackets being fastened to lugs 4-9 on the casing 1. The car enclosure is then mounted on the platform, asuitable hole being provided in the enclosure to allow the face of the casing to project through and to be flush with the inside of the enclosure. The casing plate 2, cover 9, cover plate 24: and face plate 3 are then assembled, the casing plate 2 securing the switch apparatus to the enclosure. This arrangement permits of completely wiring the car switch before the enclosure is mounted, and also permits of the removal of the enclosure without disturbing the wiring. It is seen that with the present car switch apparatus the temporary enclosure may be readily removed and the permanent one put in its place without disconnecting any wiring to the car switch, thus saving labor and eliminating any testing after the permanent enclosure is in place.

YVhen the car switch is n'iounted, the casing 1 shows from the outside of the enclosure the edge of easing plate 2, face plate 3, cover plate 24 and handle 20 show from the inside. It is thus seen that the largest part of the car switch is located outside of the enclosure, thus leaving more room within the enclosure for a given size of elevator than would be the case if the entire car switch were located within the car enclosure.

The space 457 shown in Figure 2 is that available for the casim to project outside of the car enclosure. Th1 pace exists in all elevators and is that betwct the outside of the car enclosure and the wall of the elevator shaft. This space is always ample to accommodate the casing of our car switch without necessitating a decrease in size of the enclm sure from that which would be used were the car switch located entirely or partially with in the enclosure.

What we claim is:

1. An elevator car controlling switch apparatus comprising, a casing, a journal secured to the base of the casing, an operating lever having a hub mounted on said journal,

a sleeve rotatably mounted on said hub adjacent the lever, a second sleeve rotatably mounted on the hub adjacent the casing base, a coiled spring supported at its ends by said sleeves, a projection on each sleeve, the ends of said spring being secured to said projections, a stud projecting from the base of the casing, and a second stud projectin from the lever, the first stud engaging the projection on one of said sleeves and the second stud the projection on the other sleeve upon movement of the lever. V

2. A switch comprising, two groups of stationary contacts, the contacts in each group being arranged in a plurality of rows, with a plurality of contacts in each row and with the contacts in one row arranged in staggered relation with those in another row, a contact plate adapted to be in engagement simultaneously with any number of the contacts of either one of said groups, and means for moving said contact plate so as to cause its engagement initially with one contact and, upon further movement, its successive engagement with additional contacts of either group.

3. A switch comprising, a contact support ing baseprovided with concentric circular grooves, a plurality of stationary contacts mounted in each groove and arranged in staggered relation to the contacts in another groove, a contact plate for engaging the stationary contacts, and a pivoted lever member for moving said contact plate.

4. An elevator car controlling switch apparatus comprising, a contact supporting base, a plurality of contact fingers, the free end of each linger serving to make contact engagement and the other end of each finger being bent to form a hook, and means for pivotally securing said contact fingers to said base, said means comprising pins secured to said base and engaged by said hooks.

5. An elevator car controlling switch apparatus, comprising the combination of a contact supporting base, contact fingers and llil engagement and theirother ends bent into the form of hooks, pins on the supporting base engaging thehooks, and coiled springs, one end of the coils being on the free ends of said stud contact terminals and against the contact supporting base and the other end of the coils against the contact fingers. In testimony whereof, We have signed our names to this specification.

JOHN E. BOYCE. KENNETH L. HOWELL. 

